Ignition system for ford automobiles.



H. B. SNELL. IGNITION SYSTEM FOR FORD AUTOMOBILES.

APPLICATION mm M119. 1915.

Patented Dc.14,'1915.

vlllilllL 2 gum/"01,

UNITED STATES PATENT onr on.

HARRY-B. SNELL, 0F SOUTHBEND, INDIANA, AESSIGNOR Q}? ONE-HALF T0 ARTEMAS W- FISHER, C 1? SGUTH BEND,

IGNITION SYSTEM FOR FORD AUTOMOBILES Application filed. July 19, 1915. Serial He. 48,569;

To all whom it may concern Be it knoivn that I, HARRY B. SNELL, citi zen of the United States, residing at South Bend, in the county of St. Joseph andState of Indiana, have invented certain new and useful Improvements in Ignition Systems for Ford Automobiles, of which the following is a specification.

My invention relates to improvements in automobile engine igniters and it consists of such; special features asare hereinafter pointedout in the annexed claims.

The purpose of my invention is to provide an ignition system which is specially adapt ed for use in connection with the multipolar magnetos found on Ford automobiles; to

provide a synchronous relation of the circuit breaker .to the periodicity of the alternating current generated by the magneto andiretain the same so that the peak of the wave is always used; to separate the tuning ,features from such synchronization; to combine in one mechanism the circuit breaker, timer and distributor; to avoid the uncertainties of ordinary ignition systems in which even with but two changes in polarity to each revolution of the'engine, the relation of break to wave form is changed whenever the spark is advanced or retarded; to avoid the seriousuncertainties of ignition when there are many changes of polarity in. one revolution as, for instance, sixteen in a Ford car.

'With these and other ends in view I illustrate in the accompanying drawing such an instance of adaptation as will disclose the broad features without limiting myself to the specific details shown.

Figure 1 is a diagrammatic view of the relationof the several parts. Fig. 2 is an elevation partly in section. Fig. 3 is a plan of the synchronizer. Fig. 4 is a plan of the timer. Fig. 5 is a top plan of the housing. Fig. 6 is a detail for retaining the housing. Fig. 7 is an enlarged vertical section of the upper bearing, spindles, etc.

This invention is specially adapted to Ford cars in which a magneto having 16 poles is employed. All the coils are connected in series to secure the necessary potential and there are 16 periods during each revolution when through an increase of magnetic racemes Dec". 14,1915.

flux current of one sign is generated and on i the decrease of l in density a current of opposite sign is produced, resulting in thirty two alternations per revolution-16 positive and. 16 negative waves. As used heretofore such magnetos have required a coil and vibrator for each cylinder and a master vibrator if desired in addition. Such a system does not admit of uniform working conditions because as the spark is advanced or retarded a change must inevitably'folloiv in the time relation of the wave train to the occurrence of the sparking period.

In my improved system thetiining conrecurring ignition current, with no liability stant can be changed without throwing the of coincidence between the zero point of magnetic current and the ignition contact.

With my system there is a noticeable increase in engine ei'liciency, an absence of irregular explosions, and an entire. freedom from vibrator troubles. The engine work under uniform current conditions whatever the position. of the timer.

In carrying out an adaptation of my invention I attach the same to an engine 1 having multipolar magneto 2 whose coils are stationary and that is attached directly to the crank shaft of the engine. To the usual cam shaft 3 a bevel 6 is secured. This meshes with 7 so to impart rotary movement to vertical shaft 8, the gear ratio being such that shaft 8 makes one revolution to 2 of the magneto. These shafts may have bearing in bracket 4i which is secured to the engine 1 in any suitable manner by means of cars 5 or in any othenway. Bearings 10 and 32 serve shaft 8 and hub 51, a set screw 11 threaded into 10 holds the hub from angular accidental displacement after the same has been adjusted into exact synchronism with the wave peaks of the alternating current from the magneto. When this has been adjusted it requires no further attention so long as it is held against movement by set screw 11 engaging groove 52 of hub 51.

The upper end of shaft 8 carries an extension 2S'having a hole 29 for the shaft 8, a flange 30 and set screw 31 to hold thesame on the shaft. A projection 22 ofv smaller diameter than 28 forms an annular shoulder 27 against which the timing disk 23 may abut while held in position by set screw 26. This metallic disk has four insulated sectors 25 secured on its periphery so as to leave four contact arcs 24 between them. Contact spring 38 secured to housing 14 in con nection with binding post 37 conveys current to the-disk 23 through its bent up end 39. The housing 14 rests on ledge 13 of the synchronizer base 12 being held by one or more straps 33 whose toes 34 pass beneath 12 and thus admit of movement of 12 and 14 with respect to each other. This movement is efi'ected by means of bracket 35 secured to the housing and spark lever rod 36 so as to advance or retard the spark according whether the contact between 38 and 24 of the primary circuit is made earlier or later.

The hightension distributer comprises an insulated block 20 secured to spindle 22 by set screws 21. It has a contact spring with a wide end 19 and a narrow end 18. The

latter makes contact with the center binding post 16 through internal button 17. The end 19 contacts successively with posts 15 through contact 17 and thus serves each cylinder of the engine once for each revolution of shaft.8. The distributor head 20, timing disk 23, and synchronizing disk 44 move together, all being held to rotate with shaft 8.

The synchronizing is efiected by means of an insulated disk 49 having thirty-two teeth, formed in its periphery as at 50. This disk is driven onto 28 where if needed it may beheld by suitable pins or otherwise.

Each tooth corresponds to an impulse from the magneto 2. The primary circuit is broken at the proper place-to take advantage of the peaks of the waves by the spring 40 secured to the inside of 12 by ametallicblock 46 that is connected to binding post 47. The free end of spring 40 carries external contact 42 which is periodically moved away from inner contact 44 by reason of the shoe 41 engaging the teeth 50 as they pass adjacent to it. Contact 44 is carried by spring 43 attached to metallic block 45 which connects with terminal post 48. In this way the primary circuit which includes 53 is interrupted in harmony with the periodicity of the magneto. The secondary or high tension circuit includes coil 54.

In order that the extension 28 may be held against vertical displacement an annular flange 30 abuts against hub 51. Slot 9 between bearings 10 and 32 forms a clearance space for set screw 31 should it pro1ect from the flange 30.

The circuit relations maybe described as posts 15. From posts 15 wires A, B, C and D lead to the respective spark plugs of the several cylinders of engine 1, grounding as usual to complete the circuit through the ground connection G of coil 54.

From the foregoing description it will be seen that the mechanism is compact, simple in construction and positive in action through I which improved working conditions are secured on all engines having magnetos of the Ford type.

\Vhat I claim is,

1. In automobile ignition systems, a suitable engine, a crank shaft, a'magneto operated thereby, a series of coils intermittently active during each revolution of the crank shaft, a primary coil in series with said coils, a mechanical interrupter, means for adjusting the same to synchronize with impulses of the magneto, means for retaining such adjustment, a timing device mechanically connected to the interrupter, a suitable casing and contacts, and means for angularly displacing the same with respect to the timing device whereby the spark lead or lag is controlled without disturbing the synchronous relation of the interrupter to the magneto.

2. In ignition systems, means for producing a periodic current, means in series connection therewith adapt-ed to independently interrupt such current synchronously with its fundamental periodicity, means for maintaining such synchronism, separate means for controlling the circuit at stated intervals, and means for advancing or retarding the time of such control with re spect to the synchronous interruptions.

3. In ignition systems, a source of periodic electric currents, a suitable circuit therefor, a primary coil, a synchronizer and a timing device included in said circuit, means for adjusting the synchronizer into step with the periods of the current, means for locking the same after adjustment, and,

means for mechanically driving the synchrotributer, timing device and the synchronizer nizer from the engine, means connected in unison with each other. 10 therewith for breaking the current at the In testimony whereofl aflix my signature peaks of its Waves, means for maintaining in presence of two Witnesses.

5 the synchronism, a secondary circuit includ- HARRY B. SNELL.

'ing a distributer, a high-tension coil, with Witnesses:

independently located spark plugs, and A. WV. FISHER,

means for mechanically rotating the dis- N. S. AMs'rU'rz. 

